Carburetor



0. E. WILSON Oct. 15, 1963 CARBURETOR 2 sheets-sheet 1 Filed April 30,1962 Ora f. Wi/soh IN VEN TOR.

4 ram/Er 0. E. WILSON Oct. 15, 1963 CARBURETOR 2 Sheets-Sheet 2 FiledApril 30, 1962 m r mm W v 6 IN N W 4 r lm b a r 0 3,107,26 CARBURETOR(Bra E. Wilson, Paste County, Fla. Filed Apr. 30, 1962, Ser. No. Il/1&8? 12 Claims. (Cl. 261-41 This invention relates to carburetors forinternal combustion engines. While certain aspects of the presentinventive concept are broadly applicable to a wide variety of internalcombustion engines, both stationary and for motor vehicles, and fortwo-cycle as well as four-cycle engines, that form of the inventionherein specifically set forth with respect to its structural details, isdesigned for use on conventional multiple cylinder motor vehicleengines.

Gne of the primary objectives long sought for in the design andconstruction of internal combustion engine carburetors, is that of fueleconomy, not only as a linancial saving to the operator but as a meansof reducing air pollution by the engine exhaust, since completecombustion of fuel reduces air pollution by the discharge of unburnedfuel gases. While significant advances have been continuously made inthe design and construction of carburetors in the direction of fueleconomy, it is still common practice to provide the fuel feed controlthrough the engine solely by means of a conventional throttle valve,using a substantially fixed needle valve for the feed of fuel to theventuri throat of the carburetor from the float chamber. Thisconventional arrangement provides no changes of the needle valvesetting, in response to engine temperature fluctuations, or varyingrequirements for fuel as the engine speed varies. Nor has there beensatisfactory developments in variation of engine timing in response tochanges in air fiow through the carburetor so as to automaticallyadvance the timing as the engine increases its speed and therebyeconomize in the fuel consumption.

it is among the objects of the present invention to provide a novel andimproved carburetor having means to control the needle valve settingbetween float chamber and venturi in response to the rate of air intake,so as to provide improved fuel economy. Another object of the inventionis to provide a control of the needle valve setting in response totemperature conditions so as to provide adequate fuel supply in startingthe engine cold, and to modify such supply as the engine temperatureincreases. Another object of the invention is to provide a carburetorith means 'for controlling the engine timing in response to the airintake, so as to automatically reduce the fuel consumption for greatereconomy at high speed operation of the engine. It is also an object ofthe invention to provide pressure responsive air supply control meansresponsive to engine speeds independent of the throttle which meansmodifies the setting of the needle valve to compensate for diminishedfuel require ments at high speed operations. Numerous other objects,features and advantages of the present invention will be apparent from aconsideration of the following specification taken in conjunction withthe accompanying drawinns, in which- FIG. 1 is a top plane view of oneform of carburetor constructed in accordance with the present inventiveconcept,

FIG. 2 is a side elevation of the carburetor shown in FIGURE 1, withportions thereof shown in section,

18. 3 is a wiring diagram for the control system or" the presentcarburetor, and

FIG. '4 is a vertical sectional view through the carburetor shown inFIGURES land 2.

In that form of the invention here shown, the carburetor includes agenerally conventional body it? formed 3,1012% 6 Fatented Get. 15, 1963at its upper inlet end 11 in rectangular cross section, and merging intoa conventional circular outlet throat 12. In the throat 12 there ismounted the throttle valve 13 on the throttle control shaft 14.Centrally located within the upper end of the throat or body iii, thereis provided generally conventional air venturi 15 in the reduced lowerthroat in of which there is located the open end of an air blade jet 17.Through the jet 17 fuel is supplied to the venturi from the usual fuelfloat chamber 1% under the control of a needle valve 19, the stem 2% ofwhich extends upwardly through the cover 21 of the float chamber. Withrespect to the carburetor body, throttle valve, venturi, air blade jet,float chamber and needle valve, it will be understood that thisarrangement is conventional and well-known to those skilled in the artand that the present inventive concept is applicable to a Wide varietyof structures, arrangements and designs of such mechanisms.

As distinct from more conventional control, the present day conventionalcarburetors wherein setting of the needle valve is by threadedadjustment maintained after satisfactory preliminary adjustment toconform with the engine operation, the needle valve 19 of the presentcarburetor is controlled by its freely slidable stem 20 through themedium of a gauge bar 3%. The gauge bar 30 is formed with an elongatetransverse opening 31 through which the angularly turned end 32 of theneedle valve em it? passes. The inner end of the gauge bar 36 extendingtowards the carburetor body is formed with successive steps 32, and 33defined by successive reductions the vertical width of the gauge bar.The opposite outer end of the gauge bar 39 is pivotally mounted on a pin33 protruding from a plate 34 of a magnetically controlled slide 35. Theopposite inner and outer ends as and 37 respectively, of the slide 35are slidable within inner outer magnet coils or solenoids 33 and 39respectively.

At the upper end ll of the carburetor body 1% surrounding the venturi15' there is provided a pair of transverse blades dil and 41. Inconformity with the generally rectangular cross section of the upper end11 of the c .rburetor body the blades 4i) and 4d are rectangular with acentral semi-circular inner recess 42 conforming with the size and shapeof the outer diameter of the venturi tube 15 at the plane of the blades.It will, of course, be understood that with other forms of carburetorbodies the blades will be configured otherwise. As will be hereinafterreferred to in detail, spring means are provided for normally retainingthe blades 49' and 41 in horizontal position across the intake mouth ofthe carburetor outwardly of the venturi tube 15. The blades and 4-1 arepivotally mounted by blade arms 43 and 4d respectively to which they aresecured, the blade arms having bearings through the Wall of thecarburetor body 1% with one end each extending outwardly as at 4'5 andas for the arms 53 and respectively.

On the protruding end 46 of the pivot arm 44 of the blade 41, ti ere issecured a projecting link 50 to which is attached a spring '51, theopposite end of which is engaged with the inner end of the gauge bar 30.At the outer end of the link 5 a threadedly adjusted set screw 52 isprovided, the lower end of which is adapted to bear against the shoulder32 or 33 at the inner end of the gauge bar 30. By this arrangement itwill be seen that the spring 51 tends to urge the blade 41 to ahorizontal position, but yieldably so, whereby at high engine speedsincreased suction will cause the blade 41 to move downwardly to wardsthe extreme open position indicated by the dotted lines of FIGURE 4. Thespring 51 also acts to maintain contact of the adjustment screw '52 withthe gauge bar 30. With respect to this feature of the invention, it willbe noted that as the blade 41 pivots downwardly under increased suctionthrough the carburetor, the arm 51 will move upwardly witli the pivotalmovement of the blade 41. In so moving, by virtue of the springconnection between the arm 51 and the gauge bar 3d, the gauge bar willpivot upwardly upon its pin 33A, thus raising the valve stem Zil topermit an increase of fuel feed through the jet '17 to the venturi 15.Obviously, as suction decreases, as when the engine slackens its speed,the blade 41 tends to resume its horizontal position, in which casereverse action follows and the needle valve stem 2@ is lowered todiminish the flow of fuel.

On the outwardly projecting end 45 of the blade arm 43 of the blade ddthere is mounted a generally triangular crank plate 55. On one outerlobe of the plate 55, as at 56, there is attached the upper end of aconducting control rod 57. The lower end of the rod 57 is slidablymounted within a dielectric sleeve 53 which is threaded-1y secured as at59 to a link as mounted on an arm 61 secured to the throttle controlshaft 14. Within the sleeve there is provided an electrical contactplate 62. By reference to the electrical diagram hereinafter referred toin detail, it will be seen that the rod 57 is energized and that uponcontact of the rod 57 with the contact plate 62 energy will be suppliedto magnetic means at the distributor to advance the timing. inoperation, it will be seen that as the throttle 13 is opened the sleeve58 will move downwardly. However, at the same time as the speed of theengine increases, as a result of the opening of the throttle, the end 45of the rod 43 will be rotated in counter-clockwise direction, as shownin FIGURE 2, to thrust the conductor rod 57 downwardly. The downwardmovement of the rod 57 exceeds the downward movement of the sleeve 58 sothat at a desired engine speed as reflected by increased suction throughthe carburetor, a contact between the rod 57 and plate 62 is establishedto advance the engine timing. With the energization of the magneticmeans of the distributor to advance the timing, there is also anenergization of the right hand magnet (FIGURE 2) to move the gauge barto decrease the fuel feed as hereinafter referred to.

Associated with another outer lobe of the plate 55 there is connected asat 65, a link 66 united by a pin 67 with a projecting link 68 extendinginwardly from the projection end 45 of the pivot arm -44 of the blade4-1. There is also connected by the pin 67 a generally vertical link 69,the lower end of which engages a dash-pot piston 7% in a dash-potcylinder 7 ll. A spring 72 within the dash-pot cylinder '71 below thedash-pot piston 7i normally urges the piston 70 upwardly. Below thepiston '76 the dashpot is provided with a check valve 73 past Which fuelis admited from the float chamber. This arrangement is such that, uponquick opening of the throttle for sudden acceleration, the opening ofthe air blades is retarded by the dash-pot spring, but at the same timethe tendency of the blades to open under sudden acceleration moves thedash-pot piston 70 downwardly forcing fuel below the piston outwardly tothe throat 12 of the carburetor through a jet tube 74, thus providing aricher mixture for the engine during sudden acceleration and until suchtime as the opening of the air blades balances with the speed of theengine to insure an economical consumption of fuel during periods ofsustained rates of engine speed.

In the circuitry of the present invention, as shown in FIGURE 3, thereis provided a thermal responsive switch 89 including an arm 81 whichwhen the engine is cold retracts to establish electrical connectionbetween the contacts 82 and 83 to complete a circuit for theenergization of the outer magnet element 39, and at the same timethrough a starter jet solenoid $4. The energization of the solenoid 84forces the piston 85 downwardly in a chamber 86 by which fuel admittedfrom the float chamber through the spring urged check valve 8'7 isforced through the venturi jet $8 to supply supplemental fuel when theen ine is started. in addition, when the engine is cold, circuit isestablished through the thermostatic switch 38* to the solenoid 39 whichdraws the gauge rod to the right (FIGURE 1) whereby the set screw 52slips 5 from the higher shoulder 32 to the lower shoulder 33 permittingthe bar to rock upwardly to raise the valve stem 2%; permitting anincreased flow of fuel to the venturi through the jet tube 17. However,when the engine heats up after original cold starting, the thermostaticswitch is opened, terminating the energization of the magnet 39 andenergizing magnet 33 to move the gauge rod to the right (FIGURE 2) tocause the set screw 52 to contact the lower shoulder 32, thus permittingan increased flow of fuel as the en ine is operated at high speed.

The circuit diagram of the present invention, as presented in FIGURE 3,also indudes the conventional storage battery N through which current issupplied through a conventional ignition switch 91. With the ignitionswitch closed power may be supplied through a conventional starterswitch 92 to start the motor 93 and likewise from the starter switch@112 power is supplied through he conductor 94 to the solenoid 84 tosupply a jet of starting fuel, a referred to above, when the engine iscold. it may be noted, however, that when the engine is warm, while thestarting switch will be effective to energize the starting motor, thecurrent will not pass through the solenoid 84 nor will current pass tothe solenoid 39. Thus when the engine is at normal operatingtemperature, the rod 39 will be so positioned as to receive theadjustable screw 52 on the lower shoulder 32. However, in starting theengine cold, the solenoid or magnet 39 will be energized to move thegauge rod 3% to receive the screw 52 at the upper shoulder, thus raisingthe valve stem 28 to maintain increased and adequate fuel flow duringthe starting cycle. With the engine at appropriate operating temperatureand contact open through the switch d d, as engine speeds increasethrough opening of the throttle 13, the blades will open in response toincreased engine suction. in such opening the control screw 52 will beraised as will the gauge bar to admit additional fuel as engine speedincreases. In the diagram of FIGURE 3, the distributor is generallyindicated by the numeral 95 with the contact points 96 movable by themagnet 97 through attraction of the arm 93. Thus, as the engine warms upand is operated at high speed, and as the rod 57 moves downwardly toestablish contact with elements 62, as the blades open under increasedengine suction, a circuit is established through the magnet 97 and alsothrough the magnet or solenoid 38 through the rod 57 to the ground, thusmoving the gauge rod to cause the bolt 52 to contact the lower shoulderto decrease the fuel flow as the timing is advanced. From the foregoing,it will be seen, that as the blades open under increased suction as themotor increases its speed, both solenoids 38 and 97 are energizedthrough rod 57 and contact 62. Solenoid 38 upon energization moves thearm 36 to the right to increase the needle valve opening. When thesolenoid 97 is energizcd it attracts arm 98, which being fixed to thecontact plate of the engine distributor moves the contacts in clockwiserotation to advance the spark to conform with increased engine speed,fuel consumption and engine temperature.

Thus throughout the various cycles and various speeds of operation, thefuel flow is controlled in accordance with engine requirements todiminish the fuel flow when the engine is operating at high speeds andat the same time advancing the timing. On the other hand, in coldstarting a starting spurt of fuel is supplied and the valve H stem 2t israised to supply adequate fuel for stunting and slow speed operations ofthe motor. it will of course,

be understood that in the practice of the present invention, numerouschanges, modifications and the full use of equivalents may be resortedto without departure from 7 the spirit or scope of the appended claims.

5 What I claim is:

A carburetor, including an air throat, a venturi within said throat, afuel supply to said ven ri, an air passage surrounding said venturi andmeans in said air passage responsive to the passage of air therethroughfor afieoti' g the supply of fuel to said venturi, said means hicludingspring loaded blades.

2. A carburetor, including an air throat, a venturi with n said throat,a fuel supply to said vcnturi, an air pasage surrounding said vcnturiand means in said air pas- 2 e responsive to the passage of airthercthrough for affecting the supply of fuel to said venturi, saidmeans including spring loaded. blades normally rest red to a horizontalposition across said passage limiting tire low of air therethrough.

3. A carburetor, including an air throat, a venturi v in said throat, afuel supply to said venturi, and c sage surrounding said venturi andmeans in said a' sage responsive to the passage of air therethroughfooting the supply of fuel to said venturi, said me ins eluding springloaded blades normally restrained to a horizontal position across saidpassage li siting the flow of air therethrough and responsive to enginesuction to aove toward open position.

4. A carburetor, including a venturi, an air passage surrounding saidventuri, blades in said passage responsive to engine suction, a floatchamber, a fuel passage from said float chamber to said venturi, a valvein said passage and means for controlling said valve by said blades.

5. A carburetor, including a venturl, an air passage surrounding saidventuri, blades in said passage responsive to engine suction, a floatchamber, a fuel passage from said float chamber to said venturi, a valvein said passage and means for controlling said valve by said bladestogether with means acting independently oi said blades for altering theeffectiveness of said blades in controlling said valve.

6. A carburetor, including a venturi, an air passage surrounding saidventuri, blades in said passa e responsive to engine suction, a floatchamber, a fuel passage from said float chamber to said venturi, a valvein said passage and means for controlling said valve by said bladestogether with means acting independently of said blades for altering theeffectiveness of said blades in controlling said valve, said firstmentioned means including an arm er; tending from. one of said bladestowards said valve.

7. A carburetor, including a venturi, an air passage surrounding saidventuri, blades in said passage responsive to engine suction, a floatchamber, a fuel passage from said float chamber to said venturi, a valvein said passage and means for controlling said valve by said a screenblades together with means acting in" blades for altering theeflec-tiveness of st. tro. said valve, said first mentioned an armextending from one of said blad valve, and a second arm engaging saidiii valve.

8. A carburetor, including a venturi, an air passage surrounding saidventuri, blades in said pas ge re" n ive to engine suction, a floatchamber, a in passage from said float chamber to said venturi, a valvein said passage and means for controlling said valve by said bladestogether with means acting independently of said for altering theeffectiveness of said blades in controlling said valve, said firstmentioned means including an arm extending from one of said bladestowards said valve, said second mentioned means including a of magnetsfor moving said second arm.

9. A carburetor, including a. venturi, an air passage surrounding saidventuri, blades in said passage responsive to engine suc ion, a floatchamber, a fuel passage from said float chamber to said venturi, a valvein said passage means including s towards said t arm and said and meansfor controlling said valve by said blades together with means actingindependently of said blades for altering the effectiveness of saidblades in contro g said valve, said first mentioned means including anarm extending from one of said blades towards said valve, said secondmentioned means including a pair of magnets for moving said second arm,together With a dash-pot for restraining the movements of said blades.

10. The device as set forth in claim 9 in which a connection between athrottle arm and the blades controls the magnet.

ll. The device as set forth in claim 9, in which two oppositelyengageable magnets are provided for said second arm.

12. The device as set forth in claim 11 in wh ch thermostatic meanscontrols one magnet and a connection between a throttle arm and saidblades controls the other magnet.

@ited in ti o file of this patent UNETED STATES PATENTS

1. A CARBURETOR, INCLUDING AN AIR THROAT; A VENTURI WITHIN SAID THROAT,A FUEL SUPPLY TO SAID VENTURI, AN AIR PASSAGE SURROUNDING SAID VENTURIAND MEANS IN SAID AIR PASSAGE RESPONSIVE TO THE PASSAGE OF AIRTHERETHROUGH FOR AFFECTING